EP3003764A1 - Dispositif motopropulseur pour véhicules automobiles à transmission intégrale - Google Patents

Dispositif motopropulseur pour véhicules automobiles à transmission intégrale

Info

Publication number
EP3003764A1
EP3003764A1 EP14728837.7A EP14728837A EP3003764A1 EP 3003764 A1 EP3003764 A1 EP 3003764A1 EP 14728837 A EP14728837 A EP 14728837A EP 3003764 A1 EP3003764 A1 EP 3003764A1
Authority
EP
European Patent Office
Prior art keywords
drive
axle
elements
drive device
clutches
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP14728837.7A
Other languages
German (de)
English (en)
Other versions
EP3003764B1 (fr
Inventor
Christian Meixner
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Audi AG
Original Assignee
Audi AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Audi AG filed Critical Audi AG
Publication of EP3003764A1 publication Critical patent/EP3003764A1/fr
Application granted granted Critical
Publication of EP3003764B1 publication Critical patent/EP3003764B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/342—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a longitudinal, endless element, e.g. belt or chain, for transmitting drive to wheels
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H7/00—Gearings for conveying rotary motion by endless flexible members
    • F16H7/02—Gearings for conveying rotary motion by endless flexible members with belts; with V-belts
    • F16H7/023—Gearings for conveying rotary motion by endless flexible members with belts; with V-belts with belts having a toothed contact surface or regularly spaced bosses or hollows for slipless or nearly slipless meshing with complementary profiled contact surface of a pulley

Definitions

  • the present invention relates to a drive device for all-wheel drive motor vehicles according to the preamble of patent claim 1.
  • All-wheel drives for motor vehicles can be roughly subdivided into permanent drives with two axle differentials and a septachsdifferenzial (to avoid traction) and in so-called slope-on drives with a directly driven by the drive unit primary axis and a clutch (for example, a Viscocoupplung or Haldexkupplung) with traction slip switchable secondary axle.
  • the primary axis or the secondary axis can be the front axle or the rear axle of the motor vehicle.
  • a drive device is known from JP 2005 035 379 A1, in which the drive of the secondary axis of the motor vehicle takes place via a toothed belt drive as transmission means from the primary axis to the secondary axis.
  • the differentials of the two axles are arranged in the usual way coaxially with the drive shafts abrading the wheels. Further, a controllable coupling is provided, via which the power flow to the secondary axis to achieve, for example, only a front-wheel drive of the motor vehicle is interrupted.
  • a generic drive device in which a secondary axis is acted upon by two lateral Umschlingungstriebe from the driven via a drive unit primary axis of the motor vehicle or their abgreibenden to the wheels drive shafts.
  • a secondary axis is acted upon by two lateral Umschlingungstriebe from the driven via a drive unit primary axis of the motor vehicle or their abgreibenden to the wheels drive shafts.
  • speed differences of the wheels can not be compensated satisfactorily especially when driving through curves.
  • the object of the invention is to provide a drive device of the generic type, which is designed structurally compact and in particular offers greater, constructive degrees of freedom to their arrangement in a motor vehicle and in the dynamic driving design.
  • the transmission means are formed by at least two switching elements, which are arranged coaxially to the axle differential of the primary axis and which act via Umschlingungstriebe on the left and right drive shaft of the secondary axis.
  • the term switching element is to be understood here in a comprehensive sense and should basically include any suitable coupling device or any suitable switching device with which the desired function and effect according to the invention can be achieved.
  • the shift elements are preferably designed as a clutch, in particular as a hang-on clutch, by means of which an axis of the drive device can be attached (engl. "Hang-on")
  • the shift elements assigned to the axle differential can be, for example, hydraulically controllable multi-plate clutches / or be designed so that they automatically close at defined speed differences between the primary axis and the secondary axis or that they couple the secondary axis drivingly with the primary axis.
  • the belt drives can be designed as chain drives or preferably as low-noise belt drives. For larger transmission distances while intermediate wheels, pulleys, etc. may be provided in the drive housings for stabilization and adaptation of the belt drives to given space conditions.
  • controllable switching devices in particular clutches, can be integrated into the drive shafts driving the wheels of the secondary axle, by means of which the transmission means can be stopped, provided the primary-axis-side shifting elements are or are opened.
  • the switching devices preferably formed by clutches can be hydraulically actuated multi-plate clutches or positive-acting jaw clutches or synchromesh clutches.
  • switching elements on the primary axis can be designed as a double clutch, whose two double-clutch-side drive elements are drivingly connected to two driven output elements of the axle differential designed as a planetary gear and whose two output elements on the double clutch side are connected to the drive elements of the directly adjacent belt drives.
  • the axle differential of the primary axis can also be designed as a planetary gear drive integrated in the drive unit, wherein the switching elements and the drive elements of the belt drives are arranged coaxially to the drive shafts of the primary axis on one side of the drive unit.
  • This interpretation is particularly suitable for motor vehicles with front or rear transverse drive unit or for drive units with longitudinal installation and between the driving internal combustion engine and downstream speed change gear axle integrated differential, then on the one hand, only the switching elements and the drive elements of the belt drives or the belt gears of the belt drives are to be grown.
  • the preferably two switching elements and the belt drives can be positioned on both sides of the axle differential and abraded spatially separated on the belt drives.
  • a planetary gear as axle differential then optionally a bevel gear differential can be used.
  • the switching elements are also preferably formed by clutches, in particular by two separate clutches.
  • the axle differential and the coaxial switching elements are arranged in an axle housing of the primary axis and that the axle differential over a Output shaft of the drive unit (for example, a propeller shaft) is driven, wherein further the two Umschlingungtriebe are guided on both sides of the drive unit to the secondary axis.
  • the secondary axis can be divided with a left and right drive shaft and does not hinder the arrangement of the optional intermediate drive unit.
  • the axle housing of the primary axis can also be positioned relatively symmetrically or centrally of the motor vehicle.
  • the belt drives or the toothed belt drives on the drive side in each case a transmission gear to the fast and output side, a transmission gear can be assigned to slow.
  • the tensile load of the belt drives is deliberately reduced, but at the drive shafts of the secondary axis but again speed equality at least substantially produced.
  • the transmission gear can preferably consist of the drive shafts of the primary axis and the secondary axis coaxial planetary gears whose outer wheels are executed fixed to the housing and the drive elements and output elements are formed by the web and the sun gear.
  • Such planetary gears are structurally compact and robust executable and have favorable transmission efficiencies.
  • the transmission ratios of the transmission gear on the primary axis and on the secondary axis can be designed so that rotate at regular straight ahead of the motor vehicle, the drive shafts of the rear axle slightly faster than the drive shafts of the front axle. This causes in a front-side primary axis of the vehicle driving dynamics advantageous that by closing the switching elements or By switching the secondary axis when driving through curves the outside front wheel drive torque withdrawn and connected to its cornering force is increased.
  • clutches designed as a planetary gear two transmission gear can be designed as switching elements on the primary axis, whose webs are driven by the output elements of the coaxial axle differential, abort their sun gears on the drive elements of the belt drives and their outer wheels on the housing side brakes be braked or solvable.
  • the power flow to the secondary axis can thus be made by stalling the outer gears of the transmission or more or less interrupted by releasing the brakes.
  • the brakes may preferably be hydraulically controlled.
  • FIG. 1 shows a drive device for all-wheel drive motor vehicles, with a transversely mounted, front-mounted drive unit with integrated axle differential of the primary axis and two assembled to a dual clutch Hang-on clutches abrading via timing belt drives on a rear-side secondary axis.
  • Fig. 2 shows a drive device with longitudinal installation of the drive unit and laterally attached to the integrated axle differential of the primary axle, designed as a double clutch Hang-on clutches, which in turn drive the rear-side secondary axle via two lateral toothed belt drives;
  • Fig. 3 is an alternative to Figure 2 drive device, with two separate, arranged on both sides of the longitudinally installed drive unit Hang-on clutches, which abort on the rear-side and two-part secondary axis.
  • Fig. 4 shows a further drive device with rear-side primary axis, the axle differential is driven via the longitudinally built drive unit and the two separate
  • Fig. 5 is an alternative to Figure 1 drive device with transversely mounted drive unit and with the output side between the double clutch and the timing belt gears used translation gears.
  • Fig. 6 shows the drive device according to Fig. 5 with both sides of the
  • Fig. 7 is an alternative to the preceding figures drive device to a transversely mounted drive unit, the Achsdifferenzial aborts via planetary gear designed as a translation gear on the timing belt drives, wherein the power flow is controlled by means of integrated switching elements or by means of brakes.
  • FIG. 1 is a roughly schematically illustrated a drive device for a four-wheel drive motor vehicle with a transversely mounted front drive unit 10, a front axle or primary axis 12 and a primary axis by transmission means or here two toothed belt drives 14, 16, a rear axle or Secondary axis 18 of the motor vehicle drives.
  • the drive unit 10 consists essentially of an internal combustion engine 20 (this could also be another drive machine, for example an electric machine), a speed change gear 22 and an integrated planetary gear axle differential 24 together.
  • the axle differential 24 drives in a known manner the front wheels (not shown) of the primary axle 12 of the motor vehicle via drive shafts 12a, 12b.
  • the outer gear 24a of the planetary gear is driven as indicated by an arrow, while the output elements of the web 24b and the sun gear 24c, which are connected to the drive shafts 12a and 12b respectively.
  • a dual clutch hang-on clutches 26, 28 for example Haldexkupplept as to be understood in a comprehensive sense slip-controlled multi-plate clutches
  • the housing 34 of the coupling 28 is connected via a hollow shaft 32 to the web 24b of the axle differential 24, while the radially inner housing 36 of the clutch 26 is connected to the sun gear 24c and to the drive shaft 12b.
  • the output elements 38, 40 of the dual clutch 26, 28 are connected via corresponding hollow shafts (without reference numerals) with the axially adjacent pulleys 14a, 16a of the timing belt drives 14, 16 drivingly connected.
  • couplings 46 for example jaw clutches 46, are arranged on the drive shafts 18a, 18b, by means of which the drive shafts 18a, 18b can be uncoupled from the toothed belt drives 14, 16 individually or simultaneously via switching devices (not shown).
  • jaw clutches synchronous clutches known from manual transmissions or hydraulically controllable multi-disc clutches could alternatively be used, to name but a few more examples of such switching devices.
  • Figs. 2 to 7 illustrate alternative drive devices for motor vehicles. Functionally identical parts are provided with the same reference numerals. To avoid repetition, only the relevant differences are described.
  • the drive assembly 10 ' which is installed longitudinally in the motor vehicle, with the engine 20 and a speed-change transmission 22 is arranged at the front.
  • the integrated in the drive unit 10 ' planetary gear axle differential 24 is laterally positioned and is driven via an output shaft 48 of the transmission 22 in a known manner.
  • the axle differential 24 drives as described above on the drive shafts 12a, 12b of the primary axle 12 and on the one hand attached double clutch 26, 28 and this on the timing belt drives 14, 16 from.
  • the toothed belt drives 14, 16 in turn act as described above on the rear axle or the secondary axle 18 of the motor vehicle.
  • Fig. 3 shows an alternative to Fig. 2 drive device to the longitudinally installed drive unit 10 " , in which the separate hang-on clutches 26, 28 disposed coaxially on either side of the drive unit 10 " on the primary axis 12 and coupled to the drive shafts 12a, 12b are.
  • the axle differential 50 integrated into the drive unit 10 is designed as a bevel gear differential which is driven via the output shaft 48 and which drives off the drive shaft 12a, 12b in a known manner via the axle bevel gears (not shown) inserted in its differential housing 50a.
  • the hang-on clutches 26, 28 act on the toothed belt drives 14, 16 positioned on either side of the drive assembly 10 " and on the drive shafts 18a, 18b of the split secondary axle 18 ' with separate axle housings 52.
  • FIG. 4 represents a further, alternative drive device for a motor vehicle likewise with longitudinal installation of the drive unit 10 '" .
  • the drive unit 10 "' with internal combustion engine 20 and a speed change gearbox 22 is arranged on the front side of the motor vehicle and the rear axle forms the primary axle 12 ' , while the front axle represents the secondary axle 18 ' driven via the primary axle 12 ' .
  • axle differential 50 is driven via an aligned in the vehicle longitudinal direction output shaft 56 (for example, a propeller shaft) of the gearbox 22, which output shaft 56 via a spur gear 58 axially parallel and laterally offset and abraded via the bevel gear 60 to the axle differential 50.
  • the drive shaft 12a of the axle differential 50 driving the left rear wheel of the vehicle is passed through the clutch 28 and the pulley 16a through the clutch 26 and the pulley 14a and the right drive shaft 12b as shown.
  • the housing of the clutches 26, 28 are connected to drive shafts 12a, driven connection 12b of the axle differential 50, while the output elements on the pulleys 14a, 16a of the laterally guided on the drive unit 10 " 'by the toothed belt drives 14, act 16th via the timing belt 14b 16b with the pulleys 14c, 16c on the front drive shafts 18a, 18b, the secondary axle 18 is driven by the clutches 46 integrated in the drive shafts 18a, 18b.
  • the function of the drive device according to FIG. 4 is substantially the same as the drive device according to FIG. 3, with the difference that the two separate hang-on clutches 26, 28 on both sides of the axle differential 50 and within a common, to drive unit 10 "' separate axle housing 54 are arranged and that by the division of the front positioned secondary axis 18 ', the position of the drive unit 10 "' is relatively freely selectable and, for example, as a front aggregate or in the middle engine assembly can be interpreted.
  • 5 and 6 show a modified to FIG. 1 drive device with the front side (or rear side) transversely mounted drive unit 10. In Fig.
  • the outer wheels 62a of the transmission gear 62 are fixed to the housing, while the planetary gears (not numbered) supporting webs 62b are coupled to the output elements of the clutches 26, 28; the sun gears 62c of the transmission gear 62 are connected to the pulleys 14a, 16a of the timing belt drives 14, 16.
  • the secondary axis 18 deviates from the secondary axis 18 according to FIG. 1 in that planetary gearboxes which are likewise identical to one another are used, which are connected in the force flow between the belt wheels 14c, 16c and the drive shafts 18a, 18b having the clutches 46 and the translation into the slow form such that between the drive shafts 12a, 12b of the primary axis 12 " and the drive shafts 18a, 18b of the Secondary axis 18 " again equal speed (in regular straight ahead of the vehicle) is present.
  • the outer wheels 64a of the transmission gear 64 are fixed to the housing again, while the coupled with the pulleys 14c, 16c sun gears 64c form the drive elements and the planetary gears, with the drive shafts 18a, 18b drivingly connected webs 64b are the output elements of the transmission gear 64.
  • the function of the drive device with the primary axis 12 " , the two hang-on clutches 26, 28, the toothed belt drive 14, 16 and the secondary axle 18 " is as described for Fig. 1, wherein by the interposition of the transmission gear 62, 64, the burden of Reduced toothed belt drives 14, 16 and this accordingly either higher drive torque to the secondary axis 18 " transferred or can be designed for a lower load.
  • the transmission ratios of the transmission gear 62, 64 on the primary axis 12 " and the secondary axis 18 " can also be designed so that at regular straight ahead of the motor vehicle, the drive shafts 18a, 18b of the rear secondary axis 18 " slightly faster than the drive shafts 12a, 12b of the front Turn primary axis 12 " .
  • This causes in a front side primary axis 12 "of the vehicle driving dynamics advantageous that by closing the switching elements or by switching the secondary axis 18 " when driving through curves the outside front wheel (for example, the drive shaft 12a) withdrawn drive torque and its associated cornering force is increased.
  • FIG. 7 illustrates an exemplary embodiment of the invention starting from FIG.
  • the shifting elements are formed by brakes 66 disposed on the housing 30 of the primary axle 12 "' on the outer wheels 62a of the transmission gears 62.
  • the brakes 66 can be disc brakes or disc brakes in a known manner which, in the closed state, are the force flow from the directly driving webs 62b to the dissipating sun gears 62c.
  • the transmission gear 62, the toothed belt drives 14, 16 and the transmission gear 64 can rotate with no load.
  • the belt drives formed here for example by toothed belt drives 14, 16 can be stopped.
  • the coupling of the secondary axle 18 " to the primary axle 12 "' left side, right side or both sides can preferably hydraulically by appropriate application of the brakes 66 depending on the traction on the wheels of the primary axis 12 "' and / or dependent on driving-specific parameters such as vehicle speed, steering angle of the front wheels , etc. take place.
  • the invention is not limited to the illustrated embodiments. In particular, modifications known to the person skilled in the art between FIGS. 1 to 7 are possible.
  • the clutches 26, 28, which may be arranged as a double clutch or separately, could be designed, for example, as hydraulically controlled or slip-controlled multi-disc clutches for transmitting the drive torques to the secondary axle 18.
  • the secondary axle 18 may be used as a front axle or as a rear axle.
  • the primary axis 12 can be attached to the drive unit 10 or designed as a separate front or rear axle (FIG. 4).

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Retarders (AREA)

Abstract

L'invention concerne un dispositif motopropulseur pour des véhicules à transmission intégrale. Ce dispositif est pourvu d'un axe primaire entraîné par un groupe motopropulseur par l'intermédiaire d'un différentiel, et d'un arbre d'entraînement de l'axe secondaire entraîné par l'intermédiaire des éléments menés gauche et droit du différentiel et par l'intermédiaire de moyens de transmission. Un dispositif motopropulseur présentant une construction et une conception avantageuses en matière de comportement routier est obtenu par le fait que les moyens de transmission sont formés par au moins deux éléments de changement de vitesse (26, 28; 66), lesquels sont disposés de manière coaxiale par rapport au différentiel (24; 50) de l'axe primaire (12; 12'; 12"; 12"') et lesquels agissent sur les arbres d'entraînement (18a, 18b) gauche et droit de l'axe secondaire (18; 18'; 18") par l'intermédiaire de mécanismes à lien souple (14, 16).
EP14728837.7A 2013-06-07 2014-06-05 Dispositif motopropulseur pour véhicules automobiles à transmission intégrale Active EP3003764B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013009540.9A DE102013009540A1 (de) 2013-06-07 2013-06-07 Antriebsvorrichtung für allradgetriebene Kraftfahrzeuge
PCT/EP2014/001530 WO2014195021A1 (fr) 2013-06-07 2014-06-05 Dispositif motopropulseur pour véhicules automobiles à transmission intégrale

Publications (2)

Publication Number Publication Date
EP3003764A1 true EP3003764A1 (fr) 2016-04-13
EP3003764B1 EP3003764B1 (fr) 2017-08-09

Family

ID=50897533

Family Applications (1)

Application Number Title Priority Date Filing Date
EP14728837.7A Active EP3003764B1 (fr) 2013-06-07 2014-06-05 Dispositif motopropulseur pour véhicules automobiles à transmission intégrale

Country Status (5)

Country Link
US (1) US9758036B2 (fr)
EP (1) EP3003764B1 (fr)
CN (1) CN105307891B (fr)
DE (1) DE102013009540A1 (fr)
WO (1) WO2014195021A1 (fr)

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RU210810U1 (ru) * 2021-12-30 2022-05-05 Михаил Владимирович Семёнов Полноприводное транспортное средство

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Also Published As

Publication number Publication date
US20160121719A1 (en) 2016-05-05
CN105307891A (zh) 2016-02-03
DE102013009540A1 (de) 2014-12-11
WO2014195021A1 (fr) 2014-12-11
US9758036B2 (en) 2017-09-12
CN105307891B (zh) 2018-02-06
EP3003764B1 (fr) 2017-08-09

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